JP4502995B2 - Railway vehicles with control wheels - Google Patents

Railway vehicles with control wheels Download PDF

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JP4502995B2
JP4502995B2 JP2006290602A JP2006290602A JP4502995B2 JP 4502995 B2 JP4502995 B2 JP 4502995B2 JP 2006290602 A JP2006290602 A JP 2006290602A JP 2006290602 A JP2006290602 A JP 2006290602A JP 4502995 B2 JP4502995 B2 JP 4502995B2
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friction material
tread
pressure contact
wheel
control device
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JP2008105568A (en
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裕輔 田中
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Akebono Brake Industry Co Ltd
Nippon Sharyo Ltd
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Akebono Brake Industry Co Ltd
Nippon Sharyo Ltd
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Description

本発明は、制輪子を備えた鉄道車両に関し、詳しくは、裏板に固着した摩擦材を車輪の踏面に圧接させ制動を行う制輪子を備えた鉄道車両に関する。   The present invention relates to a railway vehicle including a control device, and more particularly to a railway vehicle including a control device that performs braking by pressing a friction material fixed to a back plate against a tread surface of a wheel.

鉄道車両における制動装置として、車輪の踏面に摩擦材を圧接させて摩擦力を発生させ、その摩擦力を制動力として利用する踏面ブレーキ装置が知られている。この踏面ブレーキ装置は、車輪の踏面に対向させて制輪子を配置し、制輪子に設けた摩擦材を踏面に押し付けることによって制動力を得ている。制輪子は、台車枠に設けられた空圧又は油圧により作動する制輪子押動手段に取り付けられる制輪子頭と、制輪子頭の車輪側に設けられる前記摩擦材とで形成されている。   2. Description of the Related Art As a braking device in a railway vehicle, a tread brake device is known in which a friction material is pressed against a tread surface of a wheel to generate a friction force and the friction force is used as a braking force. In this tread brake device, a braking device is arranged so as to face the tread surface of a wheel, and a braking force is obtained by pressing a friction material provided on the control device against the tread surface. The restrictor is formed by a restrictor head that is attached to a restrictor pushing means that is operated by pneumatic pressure or hydraulic pressure that is provided on the carriage frame, and the friction material that is provided on the wheel side of the restrictor head.

このような踏面ブレーキ装置では、車輪の踏面に形成されている踏面勾配によって制動時に制輪子を外方に移動させる分力（脱出力）が発生するため、制動時に摩擦材の外端部が踏面から外れるおそれがある。この状態で制動操作を繰り返すと摩擦材に段付摩耗が発生し、外側からの目視では摩擦材の摩耗状態を確認できなくなることがある。このため、前記脱出力による摩擦材の踏面からの脱出を防止するための種々の提案が為されている（例えば、特許文献１参照。）。
特開２００２−１０４１８４号公報 In such a tread brake device, a component force (de-output) that moves the control member outward during braking is generated by the tread gradient formed on the tread of the wheel, so that the outer end portion of the friction material is treaded during braking. May come off. If the braking operation is repeated in this state, stepped wear occurs in the friction material, and the wear state of the friction material may not be confirmed visually from the outside. For this reason, various proposals have been made to prevent the friction material from escaping from the tread surface due to the detachment (see, for example, Patent Document 1).
JP 2002-104184 A

また、通常の踏面ブレーキ装置では、前記脱出力によって摩擦材が外方に多少移動しても踏面から外れることがないように、摩擦材の幅寸法を踏面の幅寸法より幅狭に形成している。しかし、幅狭に形成した摩擦材によって制動を繰り返すと、摩擦材が接触する踏面の幅方向中央部が凹状に摩耗し、いわゆる凹摩によって踏面形状が乱れてしまうため、車輪の表面を頻繁に削正して踏面勾配を維持しなければならなかった。   In addition, in a normal tread brake device, the width of the friction material is made narrower than the width of the tread so that the friction material does not come off the tread even if the friction material moves slightly outward due to the de-output. Yes. However, if braking is repeated with the friction material formed narrowly, the center portion in the width direction of the tread surface with which the friction material comes into contact wears in a concave shape, and the shape of the tread surface is disturbed by so-called concave wear. It was necessary to correct and maintain the tread slope.

そこで本発明は、踏面の凹摩の発生を防止できるとともに、摩擦材に段付摩耗が発生しても目視によって容易に確認することができる制輪子を備えた鉄道車両を提供することを目的としている。   Accordingly, an object of the present invention is to provide a railway vehicle having a control device that can prevent the occurrence of indentation on the tread and can be easily confirmed visually even when stepped wear occurs in the friction material. Yes.

上記目的を達成するため、本発明の制輪子を備えた鉄道車両は、車輪の踏面に摩擦材を圧接させて制動する制輪子を備えた鉄道車両において、前記摩擦材の圧接面における踏面幅方向の寸法を踏面の幅寸法より幅狭に形成するとともに、前記摩擦材の圧接面の外側面の一部を踏面の外端部方向に突出させ、該突出部を踏面の外端部に圧接可能に前記制輪子の制輪子頭に固着したことを特徴としている。 In order to achieve the above object, a railway vehicle equipped with a control device according to the present invention is a railway vehicle equipped with a control device that presses and brakes a friction material against a tread surface of a wheel, and a tread width direction in the pressure contact surface of the friction material. Can be made narrower than the width of the tread, and part of the outer surface of the pressure contact surface of the friction material can protrude toward the outer end of the tread, and the protruding can be pressed against the outer end of the tread. Further, it is characterized in that it is fixed to the head of the control wheel of the control device.

さらに、本発明の制輪子を備えた鉄道車両は、前記摩擦材の圧接面が長方形状を有しており、該長方形状の圧接面の一つの角部が前記踏面の外端部に圧接可能に形成されていること、また、前記摩擦材が２個のブロックを踏面の周方向に分割配置したものであり、両ブロックの取り付け時の傾斜方向が互いに逆方向となっていることを特徴としている。   Furthermore, in the railway vehicle provided with the control device of the present invention, the pressure contact surface of the friction material has a rectangular shape, and one corner portion of the rectangular pressure contact surface can be pressure contacted with the outer end portion of the tread surface. Further, the friction material is formed by dividing the two blocks in the circumferential direction of the tread surface, and the inclination directions when the blocks are attached are opposite to each other. Yes.

本発明の制輪子を備えた鉄道車両によれば、摩擦材の一部を踏面の外端部に圧接可能としているので、制動時の摩擦材が踏面全体に圧接する状態になり、踏面の凹摩発生を防止できるので、削正頻度を少なくすることができ、保守コストの削減や車両の運用効率の向上が図れる。また、脱出力によって摩擦材に段付摩耗が発生したとしても、摩擦材の外端部全体ではなく一部のみであるから、摩擦材全体の摩耗状態を目視によって容易に確認することができ、摩擦材の交換時期を適切に判定することができる。   According to the railway vehicle equipped with the control device of the present invention, since a part of the friction material can be pressed against the outer end portion of the tread, the friction material during braking is in pressure contact with the entire tread, and the tread has a recess. Since wear can be prevented, the frequency of correction can be reduced, maintenance costs can be reduced, and vehicle operation efficiency can be improved. In addition, even if stepped wear occurs in the friction material due to de-output, since it is only a part rather than the entire outer end portion of the friction material, the wear state of the entire friction material can be easily confirmed visually, The replacement time of the friction material can be appropriately determined.

図１乃至図３は、本発明の制輪子を備えた鉄道車両の第１形態例を示すもので、図１は正面図、図２は図１のII−II断面図、図３は側面図である。   FIG. 1 to FIG. 3 show a first embodiment of a railway vehicle equipped with a control device according to the present invention. FIG. 1 is a front view, FIG. 2 is a sectional view taken along line II-II in FIG. It is.

本形態例に示す制輪子は、２個の摩擦材ブロック１１，１１の裏板１１ａを、制輪子頭１２を構成する背板１２ａに溶接にて固着したものであって、制輪子頭１２は、台金１２ｂを介して台車枠に設けられた制輪子押動手段（図示せず）に取り付けられる。２個の摩擦材ブロック１１，１１は、その圧接面１１ｂにおける踏面幅方向の寸法Ｗｂが車輪１３の踏面１３ａの幅寸法Ｗｔより幅狭で、車輪１３の周方向の寸法Ｌｂを前記寸法Ｗｂより長くした大略直方体状に形成されており、その長手方向を踏面１３ａの周方向に向け、両ブロック間に隙間をあけて隣接配置されている。   The control shown in this embodiment is one in which the back plate 11a of the two friction material blocks 11 and 11 is fixed to the back plate 12a constituting the control head 12 by welding. , And is attached to a brake pusher means (not shown) provided on the carriage frame via a base 12b. The two friction material blocks 11, 11 have a dimension Wb in the tread width direction of the pressure contact surface 11 b that is narrower than a width dimension Wt of the tread 13 a of the wheel 13, and a circumferential dimension Lb of the wheel 13 from the dimension Wb. It is formed in an elongated rectangular parallelepiped shape, and its longitudinal direction is directed to the circumferential direction of the tread surface 13a, and the blocks are adjacently arranged with a gap between them.

さらに、両摩擦材ブロック１１，１１は、車輪１３の径方向の軸線を中心として、互いに逆方向に傾斜（回転）させた状態で取り付けられている。本形態例では、各摩擦材ブロック１１における車輪１３のフランジ１３ｂ側で、かつ、背板１２ａの中央部側の角部１１ｃを通る車輪１３の径方向の軸線を中心として、背板１２ａの両端部側１１ｄを外側に傾斜させることにより、前記角部１１ｃの対角位置にある外側角部１１ｅを踏面外側に変位させ、圧接面１１ｂの外側角部１１ｅ部分が踏面１３ａの外端部１３ｃに圧接可能な状態としている。なお、踏面１３ａの内側に位置する角部１１ｃ部分の圧接面１１ｂは、通常の摩擦材と同様に、フランジ１３ｂの僅かに外側に圧接する状態となっている。   Furthermore, both the friction material blocks 11 and 11 are attached in a state where they are inclined (rotated) in opposite directions around the radial axis of the wheel 13. In this embodiment, both ends of the back plate 12a are centered on the radial axis of the wheel 13 passing through the corner portion 11c on the flange 13b side of the wheel 13 in each friction material block 11 and on the center side of the back plate 12a. By inclining the portion side 11d to the outside, the outer corner portion 11e at the diagonal position of the corner portion 11c is displaced to the outside of the tread surface, and the outer corner portion 11e portion of the pressure contact surface 11b becomes the outer end portion 13c of the tread surface 13a. It is in a state where pressure welding is possible. In addition, the press contact surface 11b of the corner | angular part 11c part located inside the tread 13a is in the state which press-contacts the outer side of the flange 13b slightly like a normal friction material.

このように、圧接面１１ｂを長方形状とした２個の摩擦材ブロック１１，１１を「ハ」字状に配置し、圧接面１１ｂの一部である外側角部１１ｅを踏面１３ａの外端部１３ｃに圧接可能としたことにより、制動時には踏面１３ａの全体に摩擦材ブロック１１，１１の圧接面１１ｂが圧接した状態になる。   In this manner, the two friction material blocks 11 and 11 having the pressure contact surface 11b having a rectangular shape are arranged in a “C” shape, and the outer corner portion 11e which is a part of the pressure contact surface 11b is formed at the outer end portion of the tread surface 13a. Since the pressure contact with 13c is possible, the pressure contact surface 11b of the friction material block 11, 11 is in pressure contact with the entire tread surface 13a during braking.

したがって、制動時の摩擦による踏面１３ａの摩耗は踏面全体に生じることになり、踏面１３ａの凹摩を防止することができる。これにより、車輪の削正周期を延長することができ、保守コストの削減や車両の運用効率の向上が図れる。   Therefore, wear of the tread 13a due to friction during braking occurs on the entire tread, and concave wear on the tread 13a can be prevented. As a result, the wheel grinding cycle can be extended, and maintenance costs can be reduced and vehicle operational efficiency can be improved.

さらに、脱出力によって踏面１３ａから外方に外れる部分は外側角部１１ｅの部分であり、圧接面１１ｂに段付摩耗が発生しても、摩擦材ブロック１１の外端部全体ではなく一部のみであるから、摩擦材ブロック１１の全体の摩耗状態を目視によって容易に確認することができ、摩擦材の交換時期を適切に判定することができる。しかも、段付摩耗の補修も、外端部全体の場合に比べて容易に行うことができる。   Further, the part that is outwardly removed from the tread surface 13a by the de-outputting is a part of the outer corner part 11e, and even if the stepped wear occurs on the pressure contact surface 11b, only the part of the friction material block 11 is not the entire outer end part. Therefore, the entire wear state of the friction material block 11 can be easily confirmed by visual observation, and the replacement time of the friction material can be appropriately determined. In addition, the step wear can be repaired more easily than in the case of the entire outer end.

また、摩擦材ブロック１１を傾斜させて配置したことにより、制動時の摩擦材ブロック１１に内外方向の分力が発生する可能性があるが、摩擦材ブロック１１を２個に分割して「ハ」字状に配置することにより、両摩擦材ブロック１１に発生する内外方向の分力を打ち消すことができる。   Further, since the friction material block 11 is inclined and arranged, there is a possibility that a component force in the inner and outer directions is generated in the friction material block 11 at the time of braking. However, the friction material block 11 is divided into two parts. By arranging it in a letter shape, it is possible to cancel the internal and external component forces generated in both friction material blocks 11.

さらに、摩擦材ブロック１１として、踏面１３ａの幅寸法に対応した大きさの摩擦材ブロックや、外側面に突出部を設けた摩擦材ブロックを新規に製作して使用することも可能であるが、従来から多用されている踏面１３ａよりも幅狭の直方体状の摩擦材ブロック１１を傾斜させて配置するだけで実施可能であるから、摩擦材ブロック１１のコストアップも回避できる。   Furthermore, as the friction material block 11, it is possible to newly manufacture and use a friction material block having a size corresponding to the width dimension of the tread surface 13a or a friction material block provided with a protrusion on the outer surface. Since it can be implemented simply by inclining and arranging the rectangular parallelepiped friction material block 11 narrower than the tread surface 13a that has been widely used conventionally, an increase in the cost of the friction material block 11 can also be avoided.

なお、摩擦材ブロック１１と背板１２ａとの固着は、前記溶接のほか、ボルトや接着剤、嵌合等の周知の固着構造、固着方法を適用することができ、制輪子頭の形状や構造も任意であり、摩擦材ブロック１１を使用せずに摩擦材と制輪子頭とを一体的に製作するものにも適用が可能である。また、摩擦材の材質も任意に選択することが可能であるが、特に車輪と同等あるいはそれ以上の硬さを有するもの、例えば焼結金属製の摩擦材を用いる際に最適である。   The friction material block 11 and the back plate 12a can be fixed not only by the above welding but also by using a well-known fixing structure such as a bolt, an adhesive, or a fitting, and a fixing method. The friction material block 11 is not used, and the friction material and the brake head can be manufactured integrally without using the friction material block 11. Further, the material of the friction material can be arbitrarily selected. However, the friction material is optimal when a friction material having a hardness equal to or higher than that of the wheel, for example, a friction material made of sintered metal is used.

図４乃至図６は、本発明の第２〜第５形態例をそれぞれ示す制輪子の正面図である。なお、以下の説明において、前記形態例に示した各構成要素と同一の構成要素には、それぞれ同一符号を付して詳細な説明は省略する。   FIG. 4 to FIG. 6 are front views of the control device showing the second to fifth embodiments of the present invention, respectively. In the following description, the same components as those shown in the above-described embodiment are given the same reference numerals, and detailed description thereof is omitted.

図４に示す第２形態例は、両摩擦材ブロック１１を同方向に傾斜させた例を示している。また、図５に示す第３形態例は、背板１２ａの中央部を中心として一方（図５において上方）の摩擦材ブロック１１を外側に、他方（図５において下方）の摩擦材ブロック１１を内側に傾斜させた例を示している。さらに、図６に示す第４形態例は、一つの摩擦材ブロック１１を傾斜させた状態で配置した例を示している。なお、図５，図６では摩擦材ブロックの傾斜を誇張して表している。   The second embodiment shown in FIG. 4 shows an example in which both friction material blocks 11 are inclined in the same direction. Further, in the third embodiment shown in FIG. 5, the friction material block 11 on one side (upper in FIG. 5) is placed outside and the friction material block 11 on the other side (lower side in FIG. 5) is centered on the central portion of the back plate 12a. An example of inward inclination is shown. Furthermore, the 4th example shown in FIG. 6 has shown the example arrange | positioned in the state which inclined the one friction material block 11. FIG. 5 and 6, the inclination of the friction material block is exaggerated.

図７に示す第５形態例では、基本形状を長方形状とした摩擦材ブロック２１の一つの角部を踏面１３ａの外端部方向に突出させて突出部２１を形成し、該突出部２１ａを踏面１３ａの外端部１３ｃに圧接可能としている。なお、この第５形態例では、一つの角部を突出させて圧接面を台形状としたが、突出部の位置や形状は任意であり、例えば、中央部を突出させて圧接面を五角形状にしたり、外端部方向に円弧状に突出させてもよい。   In the fifth embodiment shown in FIG. 7, one corner of the friction material block 21 whose basic shape is a rectangular shape is projected in the direction of the outer end of the tread surface 13a to form the protrusion 21. The outer end 13c of the tread 13a can be pressed. In this fifth embodiment, the pressure contact surface is made trapezoidal by projecting one corner, but the position and shape of the projection are arbitrary, for example, the pressure contact surface is pentagonal by projecting the center. Or projecting in an arc shape in the direction of the outer end.

図４乃至図７に示す各形態例においても、摩擦材ブロックの圧接面が車輪の踏面の外端部を含めた全面に圧接するため、踏面に凹摩が発生することを防止できる。また、踏面の外端部に圧接するのが、摩擦材ブロックの一部だけであるから、前述のように、段付摩耗が発生しても一部のみであり、摩擦材ブロックの摩耗状態の確認も容易かつ確実に行うことができる。   In each of the embodiments shown in FIGS. 4 to 7, the pressure contact surface of the friction material block is in pressure contact with the entire surface including the outer end portion of the wheel tread, so that it is possible to prevent the occurrence of indentation on the tread. In addition, since only a part of the friction material block is in pressure contact with the outer end portion of the tread surface, as described above, only a part of the friction material block is worn even if the stepped wear occurs. Confirmation can also be performed easily and reliably.

本発明の制輪子を備えた鉄道車両の第１形態例を示す正面図である。It is a front view which shows the 1st example of a railway vehicle provided with the control device of this invention. 図１のII−II断面図である。It is II-II sectional drawing of FIG. 同じく本発明の第１形態例における制輪子の側面図である。FIG. 3 is a side view of the control device according to the first embodiment of the present invention. 本発明の第２形態例を示す制輪子正面図である。FIG. 6 is a front view of a control wheel according to a second embodiment of the present invention. 本発明の第３形態例を示す制輪子正面図である。FIG. 6 is a front view of a control wheel showing a third embodiment of the present invention. 本発明の第４形態例を示す制輪子正面図である。FIG. 10 is a front view of a control wheel showing a fourth embodiment of the present invention. 本発明の第５形態例を示す制輪子正面図である。FIG. 10 is a front view of a control wheel showing a fifth embodiment of the present invention.

符号の説明Explanation of symbols

１１…摩擦材ブロック、１１ａ…裏板、１１ｂ…圧接面、１１ｃ…角部、１１ｄ…両端部側、１１ｅ…外側角部、１２…制輪子頭、１２ａ…背板、１２ｂ…台金、１３…車輪、１３ａ…踏面、１３ｂ…フランジ、１３ｃ…外端部、２１…摩擦材ブロック、２１ａ…突出部   DESCRIPTION OF SYMBOLS 11 ... Friction material block, 11a ... Back plate, 11b ... Pressure-contact surface, 11c ... Corner | angular part, 11d ... Both-ends side, 11e ... Outer corner | angular part, 12 ... Control wheel head, 12a ... Back board, 12b ... Base metal, 13 ... Wheel, 13a ... Tread, 13b ... Flange, 13c ... Outer end, 21 ... Friction material block, 21a ... Projection

Claims (4)

車輪の踏面に摩擦材を圧接させて制動する制輪子を備えた鉄道車両において、前記摩擦材の圧接面における踏面幅方向の寸法を踏面の幅寸法より幅狭に形成するとともに、前記摩擦材の圧接面の外側面の一部を踏面の外端部方向に突出させ、該突出部を踏面の外端部に圧接可能に前記制輪子の制輪子頭に固着したことを特徴とする制輪子を備えた鉄道車両。 In a railway vehicle including a brake member that presses and brakes a friction material against a tread surface of a wheel, the dimension in the width direction of the tread surface on the pressure contact surface of the friction material is formed to be narrower than the width dimension of the tread surface . A control device characterized in that a part of the outer surface of the pressure contact surface protrudes toward the outer end portion of the tread surface, and the protruding portion is fixed to the control wheel head of the control device so as to be able to press contact with the outer end portion of the tread surface. Rail vehicle equipped. 車輪の踏面に摩擦材を圧接させて制動する制輪子を備えた鉄道車両において、前記摩擦材の圧接面における踏面幅方向の寸法を踏面の幅寸法より幅狭に形成するとともに、車輪の径方向の軸線を中心として傾斜させた状態で配置し、該摩擦材の圧接面の一部を踏面の外端部に圧接可能としたことを特徴とする制輪子を備えた鉄道車両。   In a railway vehicle having a brake member that presses and brakes a friction material against a wheel tread, the dimension of the tread width direction on the pressure contact surface of the friction material is made narrower than the width dimension of the tread, and the radial direction of the wheel A rail vehicle provided with a control device, wherein the rail member is arranged in an inclined state with respect to the axis of the friction member, and a part of the pressure contact surface of the friction material can be pressed against the outer end portion of the tread surface. 前記摩擦材は、前記圧接面が長方形状を有しており、該長方形状の圧接面の一つの角部が前記踏面の外端部に圧接可能に形成されていることを特徴とする請求項２記載の制輪子を備えた鉄道車両。   2. The friction material according to claim 1, wherein the pressure contact surface has a rectangular shape, and one corner portion of the rectangular pressure contact surface is formed so as to be capable of pressure contact with an outer end portion of the tread surface. A railway vehicle comprising the control device according to 2. 前記摩擦材は、２個のブロックを前記踏面の周方向に分割配置したものであり、両ブロックの取り付け時の傾斜方向が互いに逆方向となっていることを特徴とする請求項２又は３記載の制輪子を備えた鉄道車両。   4. The friction material according to claim 2 or 3, wherein two blocks are divided and arranged in the circumferential direction of the tread surface, and the inclination directions when the blocks are attached are opposite to each other. Railway vehicle equipped with a control device.
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Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4423457Y1 (en) * 1964-02-06 1969-10-03
JPS55163338A (en) * 1979-06-08 1980-12-19 Japanese National Railways<Jnr> Brake shoe of railway vehicle
JPS62101572A (en) * 1985-10-28 1987-05-12 Satoshi Sumikawa Rear hydraulic brake for automobile
JPH02293254A (en) * 1989-05-02 1990-12-04 Nippon Air Brake Co Ltd Unit braking device
JPH038966U (en) * 1989-06-15 1991-01-28
JPH0454328A (en) * 1990-06-20 1992-02-21 Akebono Brake Res & Dev Center Ltd Separation type brake shoe and brake head
JPH0687741U (en) * 1993-05-28 1994-12-22 株式会社曙ブレーキ中央技術研究所 Brake brake mounting structure for railway vehicles
JP2002104184A (en) * 2000-10-02 2002-04-10 Fuji Heavy Ind Ltd Brake block escape preventing structure for rolling stock
JP2003237549A (en) * 2001-12-12 2003-08-27 Kunio Hotta Vehicle brake
JP2005299905A (en) * 2004-04-16 2005-10-27 Kawasaki Heavy Ind Ltd Brake shoe mounting structure of wheel tread brake device for freight car
JP2005308214A (en) * 2004-03-26 2005-11-04 Ueda Brake Kk Increased adhesion brake block, method for manufacturing the same and forming mold used for manufacturing

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4423457Y1 (en) * 1964-02-06 1969-10-03
JPS55163338A (en) * 1979-06-08 1980-12-19 Japanese National Railways<Jnr> Brake shoe of railway vehicle
JPS62101572A (en) * 1985-10-28 1987-05-12 Satoshi Sumikawa Rear hydraulic brake for automobile
JPH02293254A (en) * 1989-05-02 1990-12-04 Nippon Air Brake Co Ltd Unit braking device
JPH038966U (en) * 1989-06-15 1991-01-28
JPH0454328A (en) * 1990-06-20 1992-02-21 Akebono Brake Res & Dev Center Ltd Separation type brake shoe and brake head
JPH0687741U (en) * 1993-05-28 1994-12-22 株式会社曙ブレーキ中央技術研究所 Brake brake mounting structure for railway vehicles
JP2002104184A (en) * 2000-10-02 2002-04-10 Fuji Heavy Ind Ltd Brake block escape preventing structure for rolling stock
JP2003237549A (en) * 2001-12-12 2003-08-27 Kunio Hotta Vehicle brake
JP2005308214A (en) * 2004-03-26 2005-11-04 Ueda Brake Kk Increased adhesion brake block, method for manufacturing the same and forming mold used for manufacturing
JP2005299905A (en) * 2004-04-16 2005-10-27 Kawasaki Heavy Ind Ltd Brake shoe mounting structure of wheel tread brake device for freight car

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